RU2576854C2 - Aircraft with power unit - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: aircraft with propulsion unit to move in airspace comprises a closed, streamlined fuselage, equipped with bearing wing, tail empennage and alighting gear. Propulsion unit is mounted in fuselage and converts energy of rotating engine shaft to kinetic energy of reciprocal motion of fuselage.

EFFECT: invention is aimed at engine protection against ingress of foreign objects.

1 cl, 13 dwg, 1 tbl

Description

The invention relates to aircraft capable of moving in mid-air.

Modern aircraft (airplanes, helicopters) move in the air using jet engines or power plants with propulsion in the form of pulling or pushing propellers (propellers). The reference medium for imparting movement to the aircraft is the air environment.

The use of jet engines and propellers on aircraft does not exclude the possibility of their collision in flight with foreign objects (birds, volcanic dust, space debris, etc.) in the air, which leads to accidents and disasters. This is inevitable due to the fact that the air intakes of jet engines and screws are in direct contact with the air.

More recently, technical solutions have become known in which the energy of a rotating shaft is converted into kinetic energy of the translational movement of the device by using the mass of a load rotating together with the shaft [1]. Moreover, these devices for moving in space can be made in a different form and form: a vehicle on wheels, on sliding surfaces, in the form of a flying saucer, etc.

A known apparatus [2], combining the device of a helicopter and a submarine, using air and water for its movement.

All these devices do not have protection of the propulsion elements from collision with foreign objects, which does not ensure their high reliability.

Therefore, the creator of the invention had a technical task - to create a reliable aircraft, eliminating the destruction of its propulsion in flight in a collision with foreign objects

The closest analogue of the invention adopted for the prototype is an aircraft [3], which can fly and move on the ground using one supporting medium - air. A control cabin is installed in front of the apparatus, and behind it is a shaft with a propeller and a large number of small wings around the circumference. Depending on the change in the angle of attack of the synchronously rotating small wings, the device can fly or move on the ground. The engine, which rotates the shaft with the propeller, is installed in the rear of the device, which provides some protection from foreign objects.

The claimed vehicle is designed to move in airspace in difficult atmospheric conditions. The essence of the claimed apparatus is presented in graphic materials and photographs.

In FIG. 1 shows a General view of the aircraft; in FIG. 2 - layout diagram; in FIG. 3 - kinematic diagram; in FIG. 4 - general view of the power plant; in FIG. 5 is a diagram of the forces acting on a rotating shaft, load and flexible connection; in FIG. 6 - forces acting on the apparatus in horizontal flight; in FIG. 7 - power plant control circuit; in FIG. 8 - pilot's workplace; in FIG. 9 is a General view of the installation with the acceleration mechanism; in FIG. 10 - power system installation with two coaxial drive shafts rotating in opposite directions; in FIG. 11 - parallelogram acceleration mechanism; in FIG. 12 is a general view of the apparatus model with installation; in FIG. 13 is a general view of the model with the installation of accelerated travel.

Presented in FIG. 1 aircraft contains a streamlined fuselage 1 with a transparent upper front part, made hermetically; carrier wing 2 of the upper arrangement with ailerons mounted on the fuselage; tail unit 3 (stabilizer and two keels with rudders), mounted on the tail boom 4. The aircraft is equipped with all the necessary take-off and landing devices (landing gear, floats, skis) depending on the specific operating and destination conditions.

Presented in FIG. 2, the layout of the apparatus includes the main structural elements located inside the fuselage 1: installation 5, which converts the energy of a rotating shaft, engine 6, a fuel tank or batteries 7, a place for a pilot 8, a place for passengers 9, and a control panel 10.

Presented in FIG. 3, the kinematic diagram shows the process of transferring the kinetic energy of the rotation shaft 11 of the installation 5, through the gearbox 12.

Presented in FIG. 4 installation 5, converting the energy of the shaft 11 (Fig. 3), contains a housing 13, a rotation shaft 14, which receives torque from the rotation shaft 11 through a gearbox 12 and conical pairs 15 and 16 (Fig. 3), a lever 17, rigidly fixed to the rotation shaft 14, the load 18, freely moving in the slot 19 of the lever 17, the driven gear 20, rigidly mounted on the axis of rotation 21, which is placed in the housing 13. To the other end of the axis of rotation 21 of the driven gear 20 is a fixed plate 22, the second end of which fixedly connected to the pulsator 23. Driven gear 20 enter meshing with the pinion gear 24, the axis of rotation of which is at one end located in the housing 13 and the other is rigidly connected to the handle 26, spring-loaded spring 27. Pinion gear 24 has a support pad 28, on which one end abuts the spring 27, and its second end springs the handle 26. The latter moves in the latch 29 with the possibility of fixing in any position. A handle 30 is fixed at the end of the handle 26. The rotation shaft 14, the load 18 and the pulsator 23 have recesses 31, 32, 33, respectively, in which the flexible connection 34 is located. The recesses 31, 32, 33 are located in the same plane, and the axis of the rotation shaft 14, load 18 and pulsator 23 - in parallel.

For the rotation of the shaft 11 (Fig. 3) can be used in various sources of energy. For example, internal combustion engines, gas turbine engines, nuclear fuel power plants, solar panels, etc. Depending on the power plant used and the scope of the aircraft, its shape and layout scheme, as well as the installation of take-off and landing devices, are determined.

The movement of the apparatus is provided by the apparatus 5 shown in FIG. 4. A lever 17 is rigidly attached to the rotation shaft 14, on which the load 18 moves in the slot 19. In addition, there is a pulsator 23, which is fixed at one end of the controlled plate 22. On the rotation shaft 14, as well as on the load 18 and the pulsator 23 there are recesses located in the same plane, respectively 31, 32, 33, in which the flexible connection 34 is located. When the shaft 14 rotates, the lever 17 rotates, and with it the load 18. The load 18 moves freely in the slots 19 of the lever 17 and, under the action of centrifugal force, pulls the ring flexible connection 34, which at each revolution the lever 17 collides with the pulsator 23. As a result of the conversion of the forces acting on the flexible coupling 34, the load 18 and the shaft 14, the flexible coupling transmits force pulses to the body 13 of the installation, rigidly fixed in the fuselage 1, using the load 18 as an “instantaneous” fixed unit held by inertia force F _AND .

To supply force pulses in the desired direction, the driven plate 22 rotates on the axis of rotation 21 of the driven gear 20, which engages with the pinion gear 24. The pinion gear 24 is rotated by a handle 26 with a handle 30. The handle 26 is fixedly mounted on the rotation axis 25 of the pinion gear 24, in addition, it is located in the latch 29 and is spring-loaded with one end of the spring 27. The second end of the spring 27 is fixed on the supporting platform 28 of the drive gear 24. The movement of the handle 30 with the handle 26 in a chain is the drive gear 24, the driven gear 20, the axis of rotation I 21, the controlled plate 22 - is transmitted to the pulsator 23 and this changes the direction of the pulses of the traction force, and, consequently, the direction of movement of the apparatus.

Presented in FIG. 5, the diagram shows what forces act on the load 18, the flexible connection 34, and the installation shaft 14 during operation.

With each turn of the lever with the load, the flexible coupling 34 transmits a force pulse to the fuselage through the rotation shaft 14 and the mounting housing 13.

The strength of a single impulse is:

F _T = T _A + (F _AND -T _B Cosγ ₂ ) Cosγ ₁ ,

where T _And - the strength of the flexible connection on the shaft of the installation,

T _B - the force of the flexible connection on the load,

F _And - the inertia force of a moving load of mass m ₁ (F _And = m ₁ ω ² R),

γ ₁ is the angle defining the position of the force vector T _A (in a moving coordinate system),

γ ₂ is the angle defining the position of the force vector T _B.

The formula connects all the main parameters of the installation 5 and is the main equation in calculating the dynamic characteristics of the apparatus. The traction force F _T depends on the angular velocity of the rotating arm 17 and, with the corresponding power of the engine 6 transmitted to the rotation shaft 11, can reach significant values.

The maximum value of the pulse force F _{T is} achieved at the greatest distance of the load from the axis of rotation of the shaft 14 in the direction of the axis of movement of the apparatus (R = R _MAX ), when γ ₁ = 0 (Fig. 5). In this case, the reaction force to the fuselage from the interaction of the pulsator with a flexible connection will be perpendicular to the x axis (direction of movement) and balanced by the second installation with the opposite direction of rotation of the shaft 14, excluding lateral vibrations of the apparatus.

With decreasing angle γ ₁ decreases the duration of the pulse force (t). Therefore, the optimal value of the angle γ ₁ should be taken in the range of 18-22 °.

The required thrust force of the installation (F _t ⁿ ) to balance the resistance forces acting on it according to the d'Alembert principle (F _T -R _Ф -R _С ) = 0 is:

F _t ⁿ = R _Ф + R _С ,

where R _f - the reaction force of the fuselage to the installation,

R _C is the force of aerodynamic drag.

The reaction force R _f (inertia force) is determined by the formula:

R _f = Ma

where M is the mass of the fuselage,

and - acceleration.

The force of aerodynamic drag R _{C is} proportional to the density of air, the area of the apparatus, the square of the speed and is determined by the formula:

R _C = C _X (ρV ^2/2) S _M,

where C _X is the aerodynamic drag coefficient,

ρ is the density of air,

V ^2/2 - dynamic pressure - volume kinetic energy density of the incident flow,

S _M - the projection area of the aircraft on a plane perpendicular to the direction of movement (Midel’s area).

With an increase in the speed of the installation and reaching the "threshold" values of the rotational speed of the shaft 14, the mechanical system "installation - the fuselage" leaves the state of dynamic equilibrium (F _T > F _t ⁿ ) and makes accelerated movement.

The driving force (F) of the installation will be:

F = F _T -F _t ⁿ .

The driving force of the aircraft (F _LA ) is established taking into account its purpose and operating conditions according to the second basic law of mechanics:

F _LA = Ma,

where M is the mass of the aircraft,

and - acceleration.

For a given value of the driving force, an installation is designed with a traction force determined by the formula:

F _T = F _LA + F _t ⁿ .

The lifting force Y is determined by the formula:

_Y = C Y (ρV ^2/2) S,

where ρ is the density of air,

S is the wing area,

C _Y - aerodynamic coefficient of lift,

V ^2/2 - velocity head.

Aerodynamic coefficients C _X and C _Y depend on the shape of the aircraft and its orientation during movement and are determined experimentally.

The speed of movement is determined according to the theorem on the change in the amount of movement according to:

M (VV _O ) = ΣFt,

where M is the mass of the aircraft,

V _O - initial speed,

V is the final speed

ΣFt is the total momentum of the force.

The required power of the aircraft at the maximum angular velocity of the lever 17 (ω _MAX ) and the corresponding value of the circumferential force P _MAX will be

N = P _MAX dω _MAX ,

where d is the arm of the pulsator is the distance from the axis of the shaft of rotation 14 to the axis of the pulsator 23.

The direction of movement of the aircraft is determined by the thrust vector F _{T of the} installation. The control of the vector F _T consists in the movement of the pulsator 23 relative to the axis of the rotation shaft 14 to a position corresponding to a given movement of the apparatus (Fig. 4). The rotation of the pulsator 23 is carried out by the handle 30 through the handle 26. When the handle 30 is pressed by the spring-loaded handle 26, it disengages in the latch 29 and, when further turned by the handle 30 of the handle 26, is rotated on the axis of rotation 25 of the pinion gear 24.

At the same time, the driven gear 20 is rotated on its axis of rotation 21, and together with the axis of rotation 21, the controlled plate 22 is rotated together with the pulsator 23. The pulsator 23 takes a predetermined position, and the handle 26 is fixed in the latch 29 under the action of the spring 27. This prevents the spontaneous movement of the handle 26 .

If you have a ratio of the number of teeth of the driving gear 24 to the driven gear 20 as 3: 1, then when the handle 26 is rotated 60 °, the pulsator 23 moves 180 ° and the thrust vector changes its direction. This leads to inhibition of the aircraft.

If there are two units 5 on the device, control is carried out by each unit (Fig. 7), which greatly expands the maneuvering capabilities. The control of the position of the thrust vector is performed using the device 35, showing the total thrust vector, as well as the devices 36 and 37 of the thrust vectors, respectively, of the left and right settings.

The position of the pulsators can be determined by the light indicators 38 on the instrument panel 39.

To control the device, aerodynamic structural elements of the aircraft are also used - elevator, rudders, ailerons (Fig. 1) according to structural schemes adopted in modern aircraft manufacturing. The elevator control (stabilizer) and ailerons are controlled by the control handle 40 installed at the pilot's workplace, rudders - foot pedals 41 (Fig. 8).

The pilot’s workstation 8 is carried out in compliance with all ergonomic requirements and, depending on the specific purpose and scope of the apparatus, is equipped with the necessary life support equipment, aeronautical equipment and instruments.

The magnitude of the thrust force F _{T is} regulated by changing the revolutions of the rotation shaft 11 with the control handle 42. The revolutions of the rotation shaft 14 are monitored by the device 43, the engine operation is monitored by the device 44.

For clarity, the table shows the dependence of the direction of the thrust vectors on the position of the arms 26 in the plants.

During long flights and equipping solar panels on the surface of the aircraft to power electric motors, one can use a unit with an acceleration mechanism [3], a general view of which is shown in FIG. 9. Installation (Fig. 10) with two coaxial drive shafts (14, 14A), rotating in opposite directions, electric motors 45 and a parallelogram acceleration mechanism 46 (Fig. 11) provides accelerated translational motion and is compact.

The claimed apparatus, eliminating the possibility of a collision of the power plant with foreign objects in the air, can become an indispensable tool for transporting people and goods in difficult atmospheric conditions.

Accepted Designations

1. Case.

2. The bearing wing.

3. The tail.

4. The tail boom.

5. A device that converts kinetic energy.

6. The power plant.

7. The fuel tank.

8. The place of the pilot.

9. Passenger seat.

10. The control panel.

11. The shaft of rotation of the power plant 6.

12. The gearbox.

13. The housing of the device 5.

14. The shaft of rotation of the device 5.

15, 16. Bevel gear.

17. Lever.

18. Cargo.

19. Slot of the lever 17.

20. Driven gear.

21. The axis of rotation of the driven gear.

22. The controlled plate.

23. The pulsator.

24. Leading gear.

25. The axis of rotation of the pinion gear

26. The handle.

27. The spring.

28. Support platform for the spring.

29. The latch.

30. The pen.

31, 32, 33. Recesses respectively on the shaft of rotation 11, the load 18 and the pulsator 23.

34. Flexible connection.

35. The device pointer total thrust vector.

36. The device pointer vector thrust left device 5.

37. The device pointer of the thrust vector of the right device 5.

38. The indicator light.

39. The instrument panel.

40. Handle of the stabilizer and ailerons.

41. The steering wheel pedals.

42. Power control knob 6.

43. The device speed indicator shaft rotation 14 of the device 5.

44. The device reflects the operation of the power plant 6.

45. The electric motor.

46. The parallelogram mechanism.

Information sources

1. RU 2408808 C1, IPC F16H 19/00.

2. RU 000230541 C2, IPC B60F 5/00.

3. FR 2848147 A1, IPC B60F 5/00.

Claims (1)

An aircraft with a power unit for moving in airspace, characterized in that in a closed, streamlined fuselage equipped with a load-bearing wing, tail unit and take-off and landing device, a power unit is installed that converts the energy of a rotating shaft into the kinetic energy of the forward movement of the fuselage.

Images